Traction-engine



(No Model.) 2 Sheets-Sheet 1v.

C. QUAST. TRAGTIDN ENGINE.

No. 588,877. 'Patented Aug. 24, 1897.

The Nonms PETERS co.. Novo-uwe.. wAsHmm'oN. n, c,

(No Model.)

2' Sheets Sheet 2.

C. QUAST. TRAGTION ENGINE. 10.588,877.

Patented Aug.- 24, .1897.

1n: ucmms frans no, Pwoauma. wnsnmumu, n. c.

UNITED STATES PATENT OFFICE.

YCHARLES QUAST, OF MARION, OI-IIO.

TRACTloN-ENGINE.

SPECIFICATION forming part of Letters Patent No. 588,877, dated' August 24, 1897. Application led February 24, v1894. Renewed MayZ', 1896.y Serial No. 593,353. (No model.)

la plan section of traction mechanism; Fig. IV, details of clutch-operating mechanism.

FigsV, VI, VII, and VIII are details of speeding-gear.

1 is a spur-gear carried by the drivingshaft of thedriving-motor. (Not shown.)

2 2 are coupling-jaws carried byvgear 1 to y engage a coupling-sleeve on the driving-shaft spectively.

of the driving-motora Spur-gearlrneshes in spur-gears 3 and 7 on shafts l5 and 15, re- Spur-gear 7 carries a friction- :ring and is loose on shaft 15. .Shaft 15 carries, keyed thereto, a clutch-plate 84, which carries, through pins 9, friction -shoes 8. Friction-shoes 8 have an eccentrical form Where pivoted on pins 9 and connect at the other end through eonnecting-pieces 10 with cross-piece 11; 11 carries toggle-levers 12, the latter connected through kset-up screw 80 with toggle-lever 13. Clutch-sleeve 83 carries links 81, which are connected With the toggle-levers 12 and 13. Toggle-levers 13 are pivoted on collar 14, which is loose on shaft 15 and movable in the direction of the togglelevers only. The shaft 5 has keyedV thereto the gear 4, which meshes With spur-gear 6. Spur-gear 6 has a clutch-ring, clutch-shoes, toggle-levers, and clutch-sleeve,substantially as spur-gear 7 Shaft 15 carries loosely spur-gears 16, 17, and 18, which have coupling-jaws SS, 39, and 90, respectively. Said shaft carries on a sliding key the coupling-sleeve 86, which has gear 97, and are carried by the hub 95, which is loose on the shaft 23. Spur-gear 21 is keyed on shaft 23, and is formed with a bevelgear toward the inside to mesh with pinions 93, which are carried by pins 94 of spurgear 20 on hub 95. Pinions 93 mesh in bevel-gear 97, which is loose on shaft 23 and which carries rigidly'by its hub 98 the spur-gear 100.` Shaft 23 carries on its other end, keyed on, spur-gear 2,2. Spur-gears 22 and 100 mesh, respectively, in spurgears 101 and 24, respectivelylkeyed on the hub 102 of tractionwheels 104, the latter carried by axle 25, which is supported and strengthened by casting 106, the latter bolted to channel-beams 26 and 26.

Lever 52 is pivoted at its lower end at 5l and carries a latch-bar 59 and latch-handle 60. This lever is the so-called startinglever, and can be moved in slots 63, 65, and 64 of lever-plate 56. Clutch-rods 117 and 49 move in bearings 55, 11S, 54, and 50 and carry fixed collars 122 and 53, respectively.

Bearings 118 and 54 have latch-hooks 119 and 130 pivoted at 124 and 129, said latchhooks being pressed toward the clutch-rods by springs 125 and 126, carried by bearings and 50, respectively. Lever 52 has pins 147 and 143 projecting on both sides to it in holes 150 andv 149 of clutch-rods 117 and 49.

Latch-hooks 119 and 130 have projections 123`and 12S opposite lever 52 when said lever is in central position engaging slot 65 of plate 56, Figs. IIa and III. Clutch-rods 117 and 49 connect With levers 134 and 13,7, fulcrumed at 136 and 13S, the latter connected at their lforked ends 135 and 139 with clutch-collars S3 by grooves of the clutches. Lever 77, carrying latch-rod 7 8, pivoted at 70, and connected through lever 69 and rod 63, lever 140 and rod 142, and lever 144 and 145 through groove S5 with coupling-sleeve S6. Quadrant 71 has notches 72, 74, and 73 on one side and 76 and 75 on the other side.

Frontaxle 27 rests in strengthening-frame 2S, fastened by collars 140. Axle 27 and frame 2S rest in piece 29 and are kept from moving longitudinally by collars 146, between which collars is supporting-piece 36, having a ballsocket to support pin 35 of piece 151, which has on the other end pin 34, which slides in 29 and supports one end of spring 32. Spring ICO is confined in sleeve 31 of piece 29, said sleeve being loose in casting 43, which is bolted to channels 26 and 26. liece 151 carries firmly rod 33, which projects through casting 43 with its upper end, where a pin is inserted, which prevents sleeve I31, rod 33, piece 29, and piece 151 from falling out of casting 43. Cross-piece 40 is bolted on the open bottom of piece 29 and prevents piece 36, axle-support 28, and axle 27 from leaving piece 29. Rod 37 fastens at one end on 39 and in ball-joint 38, thus stiifening and supporting piece 29.

Rod 66, carrying on its upper end handwheel 67 and bearing on the lower end in bearing 48, carries bevel-pinion 47,the latter meshing in bevel-gear 4G, which is fixed on axle 45, which carries worin 44, which meshes in worm-gear segment 30. Axle 45 is supported by bearings 133 and 132. vorm-gear segment 3U is carried by piece 29.

The operation is as follows: Spur-gear 1 on the motor-shaft is in a continual one-direction rotary motion and meshes with spurgcars 3 and 7, spur-gear 3 transmittingr the motion through shaft 5 and spur-gear 4 to spur-gear G. Spur-gears 7 and o' rotate in opposite directions, caused by counter-shaft 5. Said spur-gears carry friction-rings 152 and 153. Shaft 15, which is loose in gears 7 and 6, carries keyed thereon clutch-plates 84, which carry o'n pins 9 clutch-shoes 8. On the hub of said clutch-plates slide clu'tclrsleeves 83. As collars 83 are shoved toward the gearwheel toggle-levers l2 and 13 are brought ih a straight line through link 8l, th'us moving pieces 1l toward the periphery of the clutchring and spreading pieces 10 on their outer ends. The outer ends of pieces 10 connect with the loose ends of clutch-shoes 8. Said clutch-shoes 8 are pressed against the fric'- tio'n-rim during the first part of the spreading of pieces 10, and during the latter part of the motion will turn around pin 9, and so locking the clutch. Clutch-shoes 8 have the shape of an eccentric where pivoted on pin 9, and as said shoes are placed in right and left positions the friction-ring will have a tendency in either direction of motion to turn a pair of clutch-shoes 8 around pin 9, the circle of that part of clutch-shoes 8 having its center in such location that the turning of the clutch-shoes 8 in an outward direction will increase the distance between the outer surface of said shoes and the center of pin 9, and thus prevents the friction-ring from turning or even slipping when the clutch is in action, for the more the friction-ring moves the more pressure will be exerted between clutch rings and pins. Each set of clutch-shoes has its separate toggle, also a spreading toggle, composed of levers 10. The eentrieal toggle presses outward and the outside toggles press in ka spreading direction toward pins 9. The motion of shaft 15 is transmitted through sliding sleeve 8G, which has coupling-jaws 91 for either spur-gear 1G, 17, or 18, which have corresponding coupling-jaws 88, 89, and 90, respectively. Said gears transmit their mo tion through loose spur-gears 19 2O and fixed gear 21 upon shaft 23 and bevel-gear 97. Shaft 23 and bevel-gear 97 carry pinions 100 and 22 and transmit the motion received upon spuug-ears 24 and 101, the latter being fixed firmly to wheels 104. Spur-gear 21 is keyed to shaft- 23 and is combined with a bevelgear which meshes in bevel-pinions 93, which are carried through pins 94 by gear 2O and its hub 95, the latterloose on shaft 23. Shaft 23 carries loosely the bevel-gear 97 between gears 19 and 2l matching in pinions 93. This combination of gears comprises a compensating-gear, as either 19, 20, or 21 can be driven and can transmit one part of their power as a positive upon spur-'gear 22, while the remainder may be transmitted through bevelgear 97 to spur-gear 100 in unequal speeds or in opposite directions, which is desirable in making curves either in going forward or in backing up. Then lever 52 is moved in groove 04, clutch-rod 49 is operated upon, and when in groove G3, clutch-rod 117. Lever 52, in its central position, stands in groove 95 between projections 123 and 128 of latchhooks 119 and 130, which are pressed against collars 122 and 53 by springs 125 and 120. As level' 52 is moved toward 49 projection 128 is shoved back and latch 131 is freed from collar 53, and pin 148 of lever 52 will enter hole 149 of rod 49, thus locking rod 49 to lever 52, and in moving lever 52 toward the end of groove 04 said lever will press against collar 53 and not against pin 149, and as collar 53 is fixed on the rod said rod will be moved. At the end of groove 64 are lugs 57, between which lits latch-rod 59 to hold lever 52 in that position. Through this motion rod 49 has moved levers 137 and139, the latter gliding in groove 82 of clutch-sleeve 83 and has brought that clutch in operation by shoving the clutch-sleeve inward and bringing the toggles in straight position, which causes the clutch-shoes to spread and transmit the nioti'on of spur-wheel 6 through clutch-plate upon shaft 15.

In moving lever 52 toward the center 65 of the plate 5G, rod 49, levers, toggles,and clutchshoes will move into the former position and break connection between the spurLwheel (5 and shaft 15. By letting lever 52 go springs 126 will press the latch against the lever, and hook 131 will lock rod 49. By moving lever 52 backward the lever will touch and shove the latclrhook by inclined surface 127 out'of the way, so as to pass the collar between projection 128 and latch 131. The same applies for rod 117 with its connections and gear 7 and clutch therein. Only one clutch can be in operation while the other is locked or both can be out of operation and both locked. There is no strain on the lever or the lever connections after the toggles are brought in a straight position, they inove a little over the center, taking any side pressure from the IIO Ioriof each wheelis a space for the jaws 91- of y the inside.

sleeve 86 to be disengaged. Sleeve SG is splinedon shaft 15 and transmits the motion givenrfby gears 6 and 7 upon lsaid shaft to gears 19, 20, and 21, and through this to the traction-wheels 104. Quadrant 71 has notches 72, 74, and 73::fon one side for speeds and on the other sideno'tches 76 and 75 for stopping the traction or changing speeds. Hand-Wheel 67 on shaft 66 transmits any lnotion through bevel-pinion 47 and`bevel-gear 46, shaft 45,

worm 44, and worm-gear. segment to the steering-support 29, and so steer thel axle and wheels. The traction-wheels 104fhave hubs 102 with cast-in arms 103, the latter also cast .inthe rim of the wheel 104, as shown in Fig. VV-III.y This rim has prongs 109,?110, Y1,11, ,112,

113, and 114 cast on in a peculiar manner'.-

y The crosssprong 109`reaches cleat'v across inl a right angle, where prongs 110,111,113, and

114 point diagonally to the center ofsaid prongs 109, but do not touch themr-.f' Short prongs 112 between prongs 110, 111, 113, and 114 are transversely of the rim. .rangement of the prongs creates a suction in mud and sand and prevents the wheels from slipping. Piece 107 is bolted between channels 25 and 26 and has a hook 10S to connect vehicles or the like.

Referring again to the gearing on the shaft 23, in-turning a long curve with the wheel connected with the gear 97 to lthe inside and the Wheel connected to the shaft 23 to the outside the Wheel on the outside will have to travel over more ground than the wheel on As the power applied to the wheels is the same the inside wheel will cause bevel-gear 97 to move slower than shaft 23. In doing so shaft 23, gear 2l, keyed on same, and the bevel-gear on gear 21 will cause the bevel-'gears 93 toturn, thus allowing bevelgear 97 and the inside wheel to move slower. By turning a curve the other way bevel-gear 97 runs faster than shaft 23, thus causing the pinions 93 to turn in an opposite direction'. The pinions 93 thus form a rolling or compensating connection between the gears'97 and 2l, and thus between the two wheels.

Either of the gears 16, 17, or 18 maybe iixed with. shaft 15 through coupling-sleeve 86, and either of gears 19, 20, or 21 may be operated upon and obtain'the same effect, for the reason that by driving 18 and 21 the power will be transmitted through bevel-gear of gear 21 and pinions 93 upon bevel-gear 97. Either of these bevel-gears may turn ahead of the other as the traction turns. In driving through gears 17 and 20 the power will be The artransmitted through pinions 93 upon bevelgear 97 and the bevel-gear of gear 2l, and likewise in driving through gears 16 and 19.

' I claimh 1. In combination, in a traction-engine, the driving mechanism, the front axle, the frame to which said axle is pivoted, the pivot-standard 29 in which the axle may move vertically, the spring'for applying a tension to said axle tending to force the same down, the worm and operating means therefor and the seg- -ment connected with the pivot-standard 29, substantially as described. Y

In combination in a traction-engine, the fram e, the driving mechanism, the front axle, th'eghollow standard carrying the same and in vwhich the axle may have vertical movement, the pivot-block 151 having the bearing-point 35 by,whichlateral tilting of the axle is allowed said fbloclgbeing arranged' to move vertically. and he.gui ded in the pivot standard, the springreforvgforcing the block down and the steering-mechanismconnected with the stand# ard, substantially as described.

35 toi pe.-t iitylate'ral tipping of the spring for forcing eblock downward, and the means for steering ,themachine connected with the front axlessubstantially as described.

4, In a tij-actionfengine, the combination of the driving mechanism, the transmitter-shaft 15, the clutch -wheels thereon, the clutchshoes 8, 8, pivoted on'pins 9 and having eccentric portions at their pivotal points to bear on the wheel-rim,the toggle-arms 10 connected to the free ends of the clutch-shoes and the means for operating said arms, substantially as described. A

5. In combination in a traction-engine, the driving mechanism,the transmitting-shaft 15, the clutch-wheel, the clutch-shoes-S pivotally `supported and having the toggle-arms 10 at their outer ends, the sliding collars 14 and 83, the arms 13 connected to the collar 14, the Varms 81 connecting said arms with the collar 83 and the means for operating the collar 83, substantially las described.

ICO

IIO

6. In combination, in a traction-engine,the

drivin g-shaft, the transmitting-shaft, the two clutch-wheels thereon, the connections 49 and 117 for operating said clutches in and out and the hand-lever for operating the rods 49 and 117, said hand-lever being arranged between the rods and adapted to be attached to either of them by being shifted laterally to engage the same whereby either clutch may be operated at a time but not together, substantially as described.

7. In combination, in a traction-engine, the driving mechanism, the transmitting-shaft, the clutches thereon, the rods 49 and 117 for operating said clutches, the shifting lever between the rods having projections to engage 4either of them when shifted laterally, and the latches for holding the rods against movement, said latches being arranged to be operated by the shifting of the lever, substantially as described.

S. In combination, the driving mechanism, the transmitting-shaft 15, the clutches thereon, the connections to said clutches for operating them, the shifting lever arranged to engage and disengage said rods and the plate 56 having non-alined slots 63, 64 connected by an opening 65 and the pawl for holding the lever in the slots and opening, substantially as described.

9. In combination in a traction-engine, the motor-shaft, the transmitting-shafts and 23, the gears 16, 17 and 1S on the shaft 15 having internal clutch-teeth, the companion gears on the shaft 23, the gearing between the shaft 23and the traction-wheels and the sliding clutch on the shaft 15 with means for operating it Within the gears, 1G, 17 and 1S, substantally as described.

10. In combination, the motor-shaft, the transmitting-shafts 15 and 23, the gears 1G, 17 and 18 on the shaft 15, the sliding clutch for xing either of the gears to the shaft 15, the gear 21 fixed to the shaft 23 meshing with the gear 18 and having the bevel-gear on its inner side, the gears 19 and 2O fixed together and connected to the hub 95 loose on the shaft, the pinions 93 carried by the gear 19 and meshing with the bevel-gear of the gear 21, the loose gear 97 meshing with the pinions 93, the gearing between the shaft 23 and one traction-wheel and the gearing between the gear 97 and the other traction-wheel, substantially as described.

1l. In combination in a traction-engine, the frame, the driving mechanism and the wheels having transverse and inclined ribs thereon, substantially as described.

12. In combination in a traction-engine the two traction-wheels, I[he shaft connected with one, the gear 21 fixed on the shaft 23 for driving one wheel, the gear 97 loose on the shaft and connected with the other wheel, the drivinggearing and the rolling or compensating connection between the gears 97 and 21 consisting of the pinions 93, substantially as described.

In testimony whereof I aiix my signature in presence of two witnesses. l

CHARLES QUAST.

Witnesses:

JOHN J. CRAWLEY, C. XV. IIABERMAN. 

